™
Kit Installation Instructions
P L E A S E R E A D C O M P L E T E LY B E F OR E I N S TA L L AT ION
R
ing andpinion gears are designed to be set-up and run with exact tolerances. Replacing
all parts in a differential every time it’s worked on is not neccessary. However, any gear
misalignment or deflection under load caused by worn or questionable parts, can lead
to early failure that can cost a lot more than the price of replacing them the first time. Use your
best judgmentandremember that fixing your differential again, if it fails, will take as much time
and money as it did the first time.
From all of us at USA Standard Gear™
© 2010 USA Standard Gear™
™
Set Up Specifications
PINION BEARING PINION BEARING
PRELOAD R.G. BOLT CAP PRELOAD R.G. BOLT CAP
NEW USED B/L TORQUE NEW USED B/L TORQUE
DIFFERENTIAL MODEL (INCH LBS) (0.000”) (FOOT LBS) DIFFERENTIAL MODEL (INCH LBS) (0.000”) (FOOT LBS)
GENERAL MOTORS AMC
Olds/Pont D/O 14-19 6-7 6-10 55 70 Model 20 14-19 6-8 6-10 65 65
‘63-’79 Corvette 14-19 6-8 6-10 55 60 Model 35 12-14 6-7 6-10 55 55
D36 Corvette 12-15 6-8 6-10 55 55 DANA
D44 Corvette 14-19 6-9 6-10 55 55 D25 12-15 6-7 6-10 55 50
55P & 55T 14-18 6-8 6-10 55 60 D27 12-15 6-7 6-10 55 50
7.2” 11-14 6-7 6-10 55 60 D28 10-13 5-6 6-10 55 50
7.5” & 7.6” (Old 5 Cut) 12-15 6-7 6-10 65 60 D30 12-15 6-8 6-10 55 60
7.5” & 7.6” (New 2 Cut) 12-15 6-7 3-6 65 60 D44 14-19 6-9 6-10 55 60
7.75” 12-15 6-7 6-10 65 60 D50 14-19 6-9 6-10 65 60
8.2” 12-15 6-7 6-10 55 60 D60, 61 & 70U 17-30 8-10 6-10 110 80
8.0 12-15 6-7 3-6 65 60 D70 22-35 12-15 6-10 110 80
8.2” Olds/Pont 12-15 6-7 6-10 55 60 D80 25-40 9-11 4-10 175 90
8.25” IFS 14-19 6-8 6-10 65 55 FORD
8.5” & 8.6” (Old 5 Cut) 14-19 6-8 6-10 65 60 7.5” 14-19 6-8 11-16 60 60
8.5” & 8.6” (New 2 Cut) 14-19 6-8 3-6 65 60 8.0” 12-14 6-7 10-15 60 60
9.25” IFS 15-22 7-9 6-10 75 80 8.7” 14-19 6-8 10-15 60 60
9.5” 15-22 7-9 6-10 75 80 8.8” (Old 5 Cut) 14-19 6-8 11-16 60 60
10.5” AAM (w/o Pin Support) 15-25 8-11 5-7 175 120 8.8” (New 2 Cut) 14-19 6-8 3-6 60 60
11.5” AAM 20-30 8-11 5-7 175 200 9.0” OEM R&P 13-15 6-7 10-16 60 60
12 Bolt Pass 14-19 6-8 6-10 55 60 9.0” NON OEM 7-10
12 Bolt Truck 13-15 6-7 6-10 55 60 9.0 Daytona 14-16 6-8
14T 10-1/2”(With Pin Support)20-35 8-11 6-10 120 135 9-3/8” 14-16 6-8 10-15 70 60
HO72 (10” R/G) PRESET 6-10 120 175 9.75” 15-19 6-8 6-10 75 70
CHRYSLER 10.25” & 10.5” 20-35 6-8 6-10 95 80
7-1/4” 12-14 6-7 6-10 55 50 TOYOTA
8.0” 12-15 6-8 6-10 55 60 Passenger 11-13 5-6 6-9 55 60
8-1/4” 12-15 6-8 6-10 55 60 7.5” F. or R. 12-15 5-6 6-10 70 70
8-3/4” ‘41’ 13-15 6-8 6-10 55 90 8” F. or R. 12-15 5-6 6-10 70 70
8-3/4” ‘42’ 15-25 7-10 6-10 55 90 Truck V6 R. 14-17 5-6 6-10 70 70
8-3/4” ‘89’ 14-19 6-9 6-10 55 90 T100 & Tacoma 14-17 5-6 6-10 70 70
9-1/4” 14-19 6-9 6-10 65 75 Toyota Clamshell Front 9-14 4-7 4-8 71 65
10.5” AAM 15-25 8-11 5-7 175 120 SUZUKI
11.5” AAM 20-30 8-11 5-7 175 200 Samurai 12-15 5-6 6-10 70 70
(Samurai 5.38 R&P needs special depth setting)
TABLE OF CONTENTS
™
Set-Up Specifications . . . . . . . . . . . . . . . . . . . . . . . . 2
Tool List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
Order of Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Selecting Shims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Preparing Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Seal Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Assembly Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Pinion Trial Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Initial Carrier Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Adjusting Initial Backlash . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Checking the Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Important Pattern Information . . . . . . . . . . . . . . . . . . . . . . . 8
Used Gear Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Adjusting Pinion Depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Pinion Bearing Preload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Crush Sleeve Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Preload Shim Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Final Backlash and Carrier Bearing Preload Adjustments 11
Screw Adjuster Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Outside Shim Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Inside Shim Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Final Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Tooth Nomenclature . . . . . . . . . . . . . . . . . . . . . . . 13
Acceptable Patterns . . . . . . . . . . . . . . . . . . . . . . . . 14
Pinion Is Too Close . . . . . . . . . . . . . . . . . . . . . . . . 15
Pinion Is Too Far Away . . . . . . . . . . . . . . . . . . . . . 16
Instructions Summary . . . . . . . . . . . . . . . . . . . 17-18
Checking Backlash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Obtaining Proper Gear Pattern . . . . . . . . . . . . . . . . . . . . . . 17
Pattern Movements Summarized . . . . . . . . . . . . . . . . . . . . . 18
Break-In Information . . . . . . . . . . . . . . . . . . . . . . 18
Warranty Information . . . . . . . . . . . . . . . . . . . 19-20
Kit Installation Manual 3
TOOL LIST
Tool List
To work on your differential you will need a wide variety of tools. Using the correct
tools will save time and prevent part damage. You may need the following tools:
nDial indicator
nPrecision calipers or micrometer
nGear-marking compound and a clean brush
nBearing pullers
nBearing press
n10- or 12-inch spanner wrench or spanner tool
nMisc. hand and air tools including
– Three-foot-long breaker bar or strong impact gun
– Pinion nut socket
– Ring gear bolt socket
– Main cap bolt socket
– 6-point or 12-point cross-pin bolt wrench
– Brake line wrench
– Pry bars for removing the carrier case
– Misc. hammers
– Assorted brass drifts for removing bearing races
– Center punch or number stamp for marking main caps
– Oil drain pan
nTorque wrenches
4 Kit Installation Manual
DISASSEMBLY
Disassembly
1. Ensure that you have everything you need before working. Verify whether all new
parts match the application and parts invoice.
2. Lift the vehicle using an appropriate lift or jack, and support the vehicle with
approved jack stands. Never work on an unsupported vehicle.
3. Drain used gear oil into a suitable container. We recycle our waste oil and request
that you recycle yours as well.
4. Remove the axle shafts.
5. Mark the main caps for reinstallation on the appropriate side and in the correct
orientation.
6. Mark all shim thicknesses and locations during disassembly.
7. Thoroughly clean and inspect all parts.
Kit Installation Manual 5
ASSEMBLY
Order of Adjustments
Differential assembly and setup adjustments include:
1. Pinion Depth
2. Pinion-Bearing Preload
3. Backlash
4. Carrier-Bearing Preload
Shim Selection
For a baseline, reassemble the differential with the shim combinations that were used
in the differential during the previous assembly.
Parts Preparation
Clean all parts, including all new components, with solvent or brake cleaner, and thor-
oughly wash out the axle housing’s interior. Ensure that the oil passages that feed the
pinion and the grooves behind the carrier bearings are free from any metal particles.
Seal Preparation
Polish all seal surfaces with fine-grit emery cloth or sandpaper. Wipe all surfaces with
a clean rag dampened with either fresh oil or solvent to remove any metal particles.
Coat bearings and seal surfaces with gear oil and seals with lithium grease.
Assembly Oil
When assembling internal components, coat all bearings, and seal surfaces with fresh
gear oil. Never use bearing grease on pinion or carrier bearings; it will negatively influ-
ence assembly readings. Coat all seals with grease, preferably white lithium grease.
Use clean gear oil if white grease is not available.
6 Kit Installation Manual
ASSEMBLY
Pinion Trial Assembly
Assemble the pinion with its original shims but without a crush sleeve to establish an
approximate pinion depth. When installing the pinion, tighten the nut slowly until it
reaches preload specifications.
Initial Carrier Assembly
Install the assembled gear carrier with its ring gear into the housing. It is easier to
remove and replace the carrier during trial assemblies if the carrier bearing preload is
fairly snug instead of tight.
Adjusting Initial Backlash
Backlash refers to the amount the
ring gear can rotate forward and
backward when the pinion gear can-
not move. This initial backlash set-
ting sets the basis for all future
adjustments. See page 2 for backlash
specifications.
Fasten a dial indicator to the gear
case or axle housing on the same
plane as the ring gear so its contact
point touches a tooth at the outer-
most diameter of the ring gear 90
degrees to the tooth face. The indica-
tor should measure the amount the
ring gear moves when rotated. To
measure backlash, prevent the pin-
ion gear from rotating and rotate the
ring gear back and forth. The amount the ring gear can move determines the amount
of backlash.
When changing the backlash bear in mind that the backlash setting changes about
0.007” for each 0.010” that the carrier moves. For example:
nMove the carrier 0.010” toward the pinion to decrease the backlash by 0.007”.
nMove the carrier 0.010” away from the pinion to increase the backlash by 0.007”.
While not all ring-and-pinion sets will react exactly this way, these figures serve as
a good guideline.
Kit Installation Manual 7
ASSEMBLY
Checking the Pattern
We can determine how gears mesh by changing how close the pinion gear is to the ring
gear centerline. While we can’t see how the gears actually relate to each other, we can
coat their mating surfaces with gear-marking compound and read the patterns the
gears create as they mesh.
Genuine gear-marking compound offers a clear indication of gear contact without
running or smearing. Anything other than gear marking compound (such as blue
machinist dye) will not give a clear indication of tooth contact. Dilute the marking
compound with a small amount of oil if necessary to create a smooth, but not runny,
paste. Coat three or four ring-gear teeth in at least two places with a moderate amount
of compound and rotate the ring gear four or five times around the pinion gear in
both directions. Rotate by grabbing and turning the ring gear, not the pinion.
Pinion resistance against the rotating ring gear helps establish a good pattern.
Pinion bearing preload usually provides enough resistance for a good pattern, but
additional resistance can be added by wrapping a shop towel around the yoke and
pulling the two ends tight.
Important Pattern Information
The pattern’s position to the tooth face (ridge) and flank (valley) notes the pinion
depth. Disregard the pattern’s position to the tooth’s heel (ring gear outside diameter)
or toe (ring gear inside diameter).
Gear patterns change from heel to toe, but in most cases an ideal heel-to-toe pattern
is impossible to achieve. Furthermore, the housing itself influences the heel-to-toe
pattern and the pattern cannot be changed without machine work. Trying to obtain a
pattern centered exactly between the heel and toe usually leads to frustration and a
noisy gear set, if the face to flank pattern is not correct.
Instead, concentrate only on the position of the pattern and how it relates from face
to flank of the ring gear teeth.
nA contact pattern centered from face to flank indicates the correct pinion depth.
nA contact pattern closer to the gear face means the pinion is too far away from the
ring gear. To correct the pattern, move the pinion toward the ring gear centerline.
nA contact pattern closer to the gear flank means the pinion is too close to the ring
gear. To correct the pattern, move the pinion away from the ring gear centerline.
Used Gear Sets
When setting up a used ring and pinion, concentrate only on the pattern created on
the coast side of the ring gear teeth. Pay little attention to the drive side. This is true
8 Kit Installation Manual
ASSEMBLY
for most used gear sets, although both the coast and drive sides should be considered
in some instances.
Ideal pattern Used drive pattern
Adjusting Pinion Depth
When changing the pinion depth, make large changes until the pattern is close to
ideal. Consider 0.005” to 0.015” a large change and 0.002” to 0.004” a small change.
Intentionally make adjustments that move the pinion too far at first.
If the pinion moves too far and the pattern changes from one extreme to the other,
the correct pattern lies somewhere between the two extremes. Once you get close to
the correct pinion depth, make smaller changes until the pattern centers between the
face and the flank of the ring gear teeth.
Once the backlash and pinion depth meet tolerances, remove the carrier and estab-
lish the final pinion bearing preload.
Pinion Bearing Preload
The pinion bearing preload is related to the amount of force the pinion nut exerts on
the pinion and its bearings. Axle builders generally measure the pinion’s preload by
rotating the pinion gear by its nut with a pound/inch-graduated torque wrench.
Axles generally use crush sleeves or shims to set pinion preload. Despite the differ-
ence, one thing remains the same: oil the pinion nut washer surface during all assem-
bly procedures and apply medium-strength thread-locking compound (red) to the pin-
ion nut threads during final assembly.
A lubricated washer reduces friction and prevents the nut and washer from galling
during tightening procedures. The thread-locking compound helps retain the nut
position and pinion bearing preload.
Before setting the final pinion bearing preload, install the pinion seal, slinger (if
applicable), and crush sleeve (if applicable).
Kit Installation Manual 9
ASSEMBLY
Crush Sleeve Design
Setting the pinion bearing preload in differentials that use a crush sleeve is relatively easy,
although final assembly always requires a new crush sleeve.
The crush sleeve permanently distorts, or crushes, at approximately 300 to 400 pounds/feet
of torque on the pinion nut. Tighten the
pinion nut until it exerts the optimum bear-
ing preload, as measured by the
pounds/inch torque wrench on the pinion
nut. While setting preload with a crush
sleeve is easy, it requires a certain amount of
patience.
Pinion preload doesn’t exist until the
bearings contact the races, but the preload
increases rapidly once the bearings meet
their races. Tighten the nut in small incre-
1/2” impact gun on pinion nut ments until the preload reaches the ideal
setting.
Take plenty of time to set the preload, since tightening the pinion nut beyond the ideal pre-
load threshold effectively destroys the crush sleeve. The only remedy for excessive preload
involves a new crush sleeve and another attempt to establish proper preload.
After reaching the correct preload, moderately tap both ends of the pinion to seat the bear-
ings, races and yoke. Do not strike the pinion too hard, as excessive force may damage the bear-
ings. Carefully double check the preload after seating the bearings.
Preload Shim Design
Setting pinion bearing preload in differentials that use shims exclusively often requires several
attempts.
Carefully clean the shims, as dust and metallic particles on the shim surfaces cause false pre-
load readings. Start the procedure with the original shims, or add 0.003” to the original shim-
pack dimension to compensate for the amount the bearings settled into the housing. Tighten
the pinion nut slowly to avoid damaging the bearing should the shim stack prove too thin. The
pinion nut torque varies by thread size but is usually between 200 and 300 pounds/feet.
Measure the preload by rotating the pinion with the pound/inch torque wrench. If the pre-
load doesn’t meet the axle manufacturer’s specifications, change the shim pack dimension in
one of the following ways:
nRemove shims to increase pinion bearing preload.
nAdd shims to decrease pinion bearing preload
Write down each shim-pack combination and its resulting preload when changing
10 Kit Installation Manual
ASSEMBLY
shims. After reaching the correct pinion-bearing preload, moderately tap both ends
of the pinion to seat the bearings, races and yoke. Do not strike the pinion too hard,
as excessive force may damage the bearings. Carefully double check the preload after
seating the bearings.
Carrier bearing puller Pressing on carrier bearing
Final Backlash and Carrier Bearing Preload Adjustments
After setting the pinion depth, backlash, and the pinion bearing preload, set the car-
rier bearing preload. Three different shim or adjustment methods, screw adjusters,
outside shim design, and inside shim design, cover most differentials.
Screw Adjuster Design
The easiest method uses screw adjusters to set the backlash and carrier bearing pre-
load. Carefully oil the adjuster threads on both the housing and on the adjusters
themselves. Note the order in which you tighten the adjusters so the backlash remains
consistent, even when subjected to heavy loads.
The pinion gear always forces the ring gear away from itself whenever it transfers
power. Start with a looser backlash setting than the axle’s manufacturer calls for and
always ensure that the last adjustment made to the left adjuster tightens it.
If the backlash becomes too tight, loosen the left adjuster first, followed by tighten-
ing the right adjuster. To reestablish the backlash setting, tighten the left adjuster.
Ensure that the last adjustment made to the left adjuster tightens it to eliminate any
space between it and its bearing race. Any space or looseness on the left side will let
the carrier deflect when under load, and this will allow backlash to open up when driv-
en under load.
Once the backlash approaches the manufacturer’s recommendations, tighten both
left and right adjusters evenly to increase carrier bearing preload. Set the carrier bearing preload
to approximately 150 to 200 pounds/feet. It is difficult to damage bearings with excessive carrier
Kit Installation Manual 11
ASSEMBLY
bearing preload on a screw-adjusted differential.
nIf the preload is close and the backlash is too loose, tightenthe left adjuster a notch or two until
the backlash is correct and the preload is sufficient.
nIf the preload is close and the backlash is too tight, tighten the right adjuster until the backlash
is correct and the preload is sufficient.
As stated before, ensure that the last adjustment made to the left adjuster tightens it. That will
eliminate the possibility of a space between the adjuster and the bearing race.
Outside Shim Design
This design uses shims between the carrier bearing races and the housing. Initially set the back-
lash with very little carrier bearing preload. After setting the backlash, add equal amounts of
shims to both sides of the carrier to set the carrier bearing preload as tight as possible without
damaging the shims (carrier bearings in this axle design hardly ever fail due to excessive carrier
bearing preload).
nIf the preload is close and the backlash is loose, add shims to the left side. This increases the
carrier bearing preload and tightens the backlash at the same time.
nIf the preload is close and the backlash is too tight, add shims to the right side. This increases
both the carrier bearing preload and the backlash at the same time.
Inside Shim Design
This design uses shims between the carrier bearing and the case. Initially set the backlash tight
and the preload light, as it will make carrier removal and installation easier. After setting the
backlash, add equal amounts of shims to both sides until the correct preload is achieved.
nIf the preload is close and the backlash is loose, add shims to the left side. This increases the
carrier bearing preload and tightens the backlash at the same time.
nIf the preload is close and the backlash is too tight, add shims to the right side. This increases
the carrier bearing preload and the backlash at the same time.
FINAL CHECKS
Pattern
Now that the pinion depth, pinion bearing preload, backlash, and carrier bearing pre-
load are set, check the pattern one last time to make sure that it is correct.
Oil
When filling the axle with oil, use a high quality name brand and fill the unit to the manufactur-
er’s recommended capacity. Synthetic oil is recomended for most applications.
12 Kit Installation Manual
TOOTH NOMENCL ATURE
™
End View of Tooth from Heel
(Outer End)
Face (Top Land)
Coast Drive
Flank (Root)
Heel
(Outer end) Coast
(Concave)
Drive
(Convex)
Toe
(Inner end)
Kit Installation Manual 13
ACCEPTABLE PAT TERNS
™
Heel Heel
(Outer end) (Outer end)
Coast Coast
Drive Drive
Toe Toe
(Inner end) (Inner end)
Heel Heel
(Outer end) (Outer end)
Coast Coast
Drive Drive
Toe Toe
(Inner end) (Inner end)
Heel Heel
(Outer end) (Outer end)
Coast Coast
Drive Drive
Toe Toe
(Inner end) (Inner end)
14 Kit Installation Manual
PINION IS TOO CLOSE
™
Heel Heel
(Outer end) (Outer end)
Coast Coast
Drive Drive
Toe Toe
(Inner end) (Inner end)
Heel Heel
(Outer end) (Outer end)
Coast Coast
Drive Drive
Toe Toe
(Inner end) (Inner end)
Heel Heel
(Outer end) (Outer end)
Coast Coast
Drive Drive
Toe Toe
(Inner end) (Inner end)
Kit Installation Manual 15
PINION IS TOO FAR AWAY
™
Heel Heel
(Outer end) (Outer end)
Coast Coast
Drive Drive
Toe Toe
(Inner end) (Inner end)
Heel Heel
(Outer end) (Outer end)
Coast Coast
Drive Drive
Toe Toe
(Inner end) (Inner end)
Heel Heel
(Outer end) (Outer end)
Coast Coast
Drive Drive
Toe Toe
(Inner end) (Inner end)
16 Kit Installation Manual
INSTRUCTIONS SUMMARY
Checking Backlash
Backlash is the free movement of the ring gear with the pinion gear fixed in place. All
ring and pinion sets are matched pairs. Make sure you have a matched ring and pin-
ion set. Clean all parts before you start assembly. Apply a light coat of oil to all bear-
ings. Examine all components and remove any burrs, nicks or sharp edges that could
cause components seat improperly.
1. Set backlash to proper clearance. (See page 2)
2. Shim or adjust the ring gear away from or closer to the pinion to get the correct
backlash.
3. The pinion bearing preload should match those recommended on the specification
sheet (See page 2). Achieve the recommended preload with a preload shim pack
(combine shims of various thicknesses) or a collapsible crush sleeve. Use a new
crush sleeve during final assembly.
4. Achieve the pinion depth by shimming the pinion toward or away from the ring
gear centerline. Start with the same shim thickness on the new gear set as on the
old set. Note that not all housings are shimmed in the same location.
Obtaining Proper Gear Pattern
Drive Side Coast Side
Heel Heel
Toes
1. Normal or desirable pattern: The pattern should be centered on the tooth from
face to flank. There should be some clearance between the pattern and the top of
the tooth (face) and between the pattern and the bottom of the tooth (flank).
Drive Side Coast Side
Heel Heel
Toes
2. Pinion is too close: Move the pinion away from the ring gear centerline.
Drive Side Coast Side
Heel Heel
Toes
3. Pinion is too far away: Move the pinion towards the ring gear centerline.
Kit Installation Manual 17
INSTRUCTIONS SUMMARY
Pattern Movements Summarized
1. Move the ring gear closer to the pinion to decrease backlash.
2. Move the ring gear farther from the pinion gear to increase backlash.
3. Move the pinion closer to the ring gear to move the drive pattern deeper on the
tooth (flank contact) and slightly toward the toe. The coast pattern will move
deeper on the tooth and slightly toward the heel.
4. Move the pinion further away from the ring gear to move the drive pattern toward
the top of the tooth (face) and slightly toward the heel. The coast pattern will move
toward the top of the tooth and slightly toward the toe.
BREAK-IN INFORMATION
New Gear Break-In
All new gear sets require a break-in period to prevent overheating damage. Any over-
loading or overheating will break down the gear oil, which will cause the ring and pin-
ion to fail. This can be determined by inspection and will void the gears’ warranty.
Please follow these guidelines to insure proper break-in.
nAvoid heavy acceleration during the break-in process.
nDrive the vehicle lightly for the first 15 to 20 miles and stop. Let the differential cool
before proceeding.
nAvoid heavy acceleration for the first 100 miles.
nDrive the vehicle at least 500 miles before towing to retain the gears’ warranty.
nWhen towing for the first time, drive for a very short distances (less than 15 miles)
with the full load and stop. Let the differential cool for about 20 minutes before
proceeding. Repeat this procedure two more times (45 miles total) to fully break in
the gears.
nChange the oil after the first 500 miles. This will remove any metal particles and
phosphoric coating shed by the gear set during the gears’ break-in period.
These towing instructions may seem unnecessary to most people, but we have seen
many differentials damaged from being loaded before the gear set was fully broken-in.
Overloaded or overheated gear oil will
break down and destroy the ring and pinion!
18 Kit Installation Manual
™
New Gear Break-In
All new gear sets require a break-in period to prevent overheating damage. Any over-
loading or overheating will break down the gear oil, which will cause the ring and pin-
ion to fail. This can be determined by inspection and will void the gears’ warranty.
Please follow these guidelines to insure proper break-in.
nAvoid heavy acceleration during the break-in process.
nDrive the vehicle lightly for the first 15 to 20 miles and stop. Let the differential cool
before proceeding.
nAvoid heavy acceleration for the first 100 miles.
nDrive the vehicle at least 500 miles before towing to retain the gears’ warranty.
nWhen towing for the first time, drive for very short distances (less than 15 miles)
with the full load and stop. Let the differential cool for about 20 minutes before pro-
ceeding. Repeat this procedure two more times (45 miles total) to fully break in the
gears.
nChange the oil after the first 500 miles. This will remove any metal particles and
phosphoric coating shed by the gear set during the gears’ break-in period.
These towing instructions may seem unnecessary to most people, but we have seen
many differentials damaged from being loaded before the gear set was fully broken-
in.
OVERLOADED OR OVERHEATED
GEAR OIL WILL BREAK DOWN
AND DESTROY THE RING AND PINION!
Maximum Recommended Tire Size
Axle Style Maximum Tire Diameter
Chrysler 8.25 33 inches
Dana 30 32 inches
Dana M35 33 inches
Dana M20 35 inches
Dana 44 34 inches
Ford 8.8 35 inches
GM 8.5 35 inches
Toyota 8 34 inches
Toyota V6 34 inches
